2008 Dodge Charger R/T

Second Place: A Double Dip of That Old-Time Religion

The Charger is the bigger car here—a half-inch taller and four inches longer—on a wheelbase—120.0 inches—that’s 5.2 longer than the Pontiac’s. Inevitably, this adds up at the scales, where our Dodge test car weighed in at 4160 pounds, 140 more than the Pontiac from way Down Under.

One option on our loaded R/T was the $3940 Road and Track Performance Group (20-inch wheels, stiffer suspension tuning, and a less restrictive exhaust), the exhaust bumping output of its 5.7-liter Hemi V-8 from 340 horsepower to 350. But even so, the pound-per-horsepower index comes up short versus the G8’s. Add a tall rear-axle ratio (2.82:1), and the results are predictable: 60 mph in 5.7 seconds, the quarter-mile in 14.3 at 100 mph. That’s not slow, but the G8 is a half-second quicker in both sprints and 4 mph faster at the quarter-mile mark. (It’s worth noting that the Charger gets an updated version of the Hemi for 2009, developing 370 horsepower.)

Still, the key traits that relegate the Charger to second place are more subtle. For example, the interior materials don’t look as upscale as the G8’s, with harder finishes that aren’t as inviting as the softer surfaces and textures inside the Pontiac. For all its edge in wheelbase, and nearly identical rear-cabin volume, the Charger’s rear seats are a little short of legroom, and our test car’s $950 sunroof took a severe bite out of rear-seat headroom. We were also surprised to find that the G8 had a bit more trunk space.

The Charger’s four-spoke steering wheel has a manly thickness, but its leather wrapping covers a hard, unyielding core, another invidious contrast with the G8, where the wheel’s hide cladding is stretched over material that’s compliant, providing a more satisfying grip.

Subjective dynamic distinctions were also generally subtle, and if you weren’t able to do a back-to-back comparison drive with the two cars, we have no doubt you’d find the Dodge fully satisfying. The Charger’s transient responses, for example, are reasonably prompt for a sedan in this size and weight class but not quite as prompt as the G8’s. The level of grip delivered by the Goodyear Eagle RS-A all-season performance tires wasn’t impressive on the skidpad at 0.77 g, but that forgettable number was mitigated by a stability-control system (on which more later), and on mountain roads at brisk speeds, the Charger felt reasonably sure-footed.

And even though the Charger’s optional performance suspension kept cornering attitudes more level, the G8 could be hustled through the same turns faster, with more confidence and with slightly smoother ride quality. A more aggressive tire would help the Charger in this regard and would improve braking performance. The Charger needed a dismal 187 feet to stop from 70 mph at the test track, although there was no hint of fade, and pedal feel was a bit better than the G8’s. With its big brake rotors, this car should be capable of much better stops.

We made an oblique reference to the Charger’s stability-control system, and now that we’re straightening out some mountain roads, it’s time to elaborate. Stability systems are great, provided you can switch them off when you want to explore your car’s max capabilities on less-traveled dry roads. The Charger’s system does have an on/off switch, but off doesn’t quite mean off—it means higher threshold of intervention. This accounts for the Charger’s mediocre skidpad showing and slower speed through the lane-change test (53.1 mph versus 57.3).

The Charger’s dynamic trait that attracted the most criticism was its hydraulic rack-and-pinion power steering, which was as numb as a phantom limb. Drivers found themselves interpreting responses by the car’s directional changes rather than anything the steering was telling them via their fingertips.

But surely there was something to love in this package? Sure. For one, the snug bucket seats were far more supportive than the G8’s, as well as more comfortable and much easier to adjust. We grade the Charger’s ergonomics a shade ahead of the G8’s—controls easy to identify and operate, instruments clearly marked and readily legible. And we also give the styling nod to the Dodge. It exudes a macho menace that few other sedans can match.

Still, the Charger is second in more scoring categories than it wins. That, plus ambitious pricing—a base of $31,455, $1460 more than the base price of the G8 GT—makes the Dodge a pretty tough sell.

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